Speed-controlling apparatus for railway-vehicles



L. V. LEWIS.

SPEED CUN'IRGLUNG APPARATUS FOR RAILWAY VEHICLES.`

APPLICAUUN FILED 1ML 23, |918* 1 ,334, 38,5 Patented Mur. 23, w20.

3 SHEEYS*SHEEI l.

l 2.174 v ,75g MIM):y

M IIN-L 155 ,1Mb ma 2M. 15a

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L. V. LEWIS.

SPEED CONTROLLING APPARATUS FR RMLWAY VEHICLES.

APPLLCATHIN FILED JAN..23, |918.

1,334,385. Patented Mal-.23,1920

Fly 2:.

3 SHEETS-SHEET 2` lll UNITED STATES PATENT OFFICE.

LLOYD V. LEWIS. OF EDGEWOOD BOROUGH, PENNSYLVANIA, ASSIGNOR TO THE UNION SWITCH &, SIGNAL COMPANY, OF'SWISSVALE, PENNSYLVANIA, A CORPORATION OF PENNSYLVANIA.

SPEED-CONTROLLING APPARATUS FOR RAILWAY-VEHICLES.

Specification of Letters Patent.

Patented Malz 23. 1920.

Original application led March 12. 1915. Serial No. 13,853. Divided and this appticatioi. filed January 23.

To all Hmm may concern.'

lie it known that I, LLOYD V. LEWIS, a

citizen ot' the, United States, residin at Ildgewood borough, in the, oounty of llegheny and State of Pennsylvania, have invented certain new and useful Improvements in Speed-Controlling Apparatus for Rallwa v-\'ehieles, of which the following is a spmifieation.

My invention relates to speed controlling apparatus for railway vehicles, and is a division of my er1-pending application Serial No. 13853. filed March 1'2, 1915.

I will describe two forms of apparatus emhodying my invention' and will then point, out tho novel features thereofv in claims.

ln the accompanying 'lrawings, Figure l is a diagrammatie view showing one form of controlling apparatus einhmlying my invention. Fig. 2 is a xiew similar to Fig. l hut showing a nmdiliez'ition of certain parts of the apparatus shown in Fig. l. Fig. Ir is a set-tional view ol' a speed responsive device earried on the vehicle and adapted toeoperate with the apparatus shown in Fig. 1 or with the apparatus shown in Fig. :3. Fig. 4 is a plan view showing the relative arrange ment ot' the traek rails, ramps and vehieleearried Contact shoes shown in Figs. 1 and Q.

Similar reference characters refer to similar parts in eaeh ofthe several views.

Referring first to Fig. 1. l have here shown one rail l ot' a railway track on whiell a train or `vehiele V is adapted to travel. lu order to prevent unneeessalwr complication of the drawing. I have shown only one wheel 2 ot' the train or vehiele in rolling Contact with rail l. The train or vehicle V carries the partsl shown in full lines in Fig. l. and also the speed responsive device shown in Fig. 3.

Referring now to Fig. 3. this speed re`- sponsive device comprises` a easing'- having a rover plate is. which easing ineloses a eeutritugal governor 4. here Ashown to he of the. ordinary fir-hall type. although I do not, wish to limit myself to this particular type ot' governor. Fixed to the shaft 5 of this governor outside ofthe plate 8 is a pinion whieh is operatively eonneeted to one of the wheels of the train or vehicle V hy an)r suitahle means` so that the governor is made to rotate at' a speed always proportional to the Serial No. 213,284.

speed of the train or Vehicle. Shaft .5 re

volves in a hail bearing (3 lot-ated in rover plate 8 and in a hall lxtaring T located in easlng 3. Spider arms 9j extending radially from shaft 5, carry at their extremities bell cranks 10 connected to the spider arms by means of pins ll.. One arm 12 of each hell crank carries at its extremity a weight 14, while the other arm 13 of each hell crank extends into a slot l5 in the shaft 5. ln slot 15 there is located a shaft 16 proridod with two annular shoulders 31 and 3:2, between whieh the hall shaped ends ol. arms 1? of bell @ranks 10 are located. The left end of shaft i6 is Supported in a. hole lo in shaft 5, and is capable of longitudinal movement in said hole. while the other end 0i shaft 16 earries the outer ring 17 of n thrust hall bearing 18. The inner ring 19 ot' this hearing` is fixed to the left extremity of a plunger 20. which is adapted to Slide. longitudinall \V in a hole E21 through the head of easing Il. Near its right end plunger i2() is threaded to receive a unt 22 which lot-lied in posi tion hy a look nut 23. The right extremity ot' plunger 2O is guided in a hole :25 in a head 26. which head reeiproeatw in a hole 2S through a plate Q9 forming a part of easing Il. The plunger 20 is guided near its left eX- trenlit hy mean. of a bushing 2l. fixed in easing stud 33 in shaft is provided as a left hand stop for shaft` 16 when the. governor 4l is at rest. Yhen theV governor revolves. the eentritugal force of the weights Il is transmitted h3' means of heli eranhr: t() to avt as a thrust on hearing .18. and this thrust is transmitted h v plunger 2U and nut Q2 to head 2G. which hears against a dit phragm 341. This diaphragm will then yield unless resisted by an equal or greater force. on its other side. I set up this resistingl force in the following' manner.

@An air-tight Cylinder 34 elosed al one end lijv means of a head 38 clamped .fit its op posit@ end to the plate. Q9 so that the axis of the cylinder eoincides with the eenter line of shafts 5 and 20. This cylinder is provided with two pistons and 36 the foi-nur of which may loe oomparatively loose in the, cylinder so that air can pass the piston am?. act 'directly on the diaphragm 341. A spring 37 is provided to hold these pistons apart, so that piston bears against dia.

lll

vlt)

titl

phragm 341 and piston 36 normally bears against cylinder head 38. Air pressure from sources to be pointed out later may be admitted to cylinder 31 through ports 39 and 40. By this means I am enabled t Gip-l `pose or overcome the force exerted by tie action of the centrifuge on diaphragm 341. yhen no air pressure is applied through ports 3u and 40, the spring 25T alone resists the for 'e due to the centrifuge, so that at and above a predetermined low speed the centrifuge, overcomes the action of this spring and moves its plunger 2() to the right. Vlien air pressure is applied through port 4th the piston Btl is pushed up against a stop 41, which is cushioned with an annular gasket 12, so that spring 37 is compressed, pushing piston against the diaphragm 341 with a force greater than before. C0nsequently, the centrifuge 4 may be rotated at a greater speed before it overcomes the l'orce opposing i1 at the diaphragm and moves plunger :'20 to the right. Now, if air at substantially the same pressure is admitted through port 35), piston 36 is forced back against the cylinder head 35, but the force against diaphragm :H1 is greater than before, because the air pressure acting directly against the diaphragm more than offts the dec'rease in spring pressure caused by allowing the spring to expand. Consefluentlythe centrifuge t may be rotated at a still greater speed before the force exerted on diaphragm 341 by head 2G exceeds the force exerted on the diaphragm by the opposing air pressure and by piston 35.

ln any event as long as the force exerted on the diaphragm 2541 duo to the action ot' the centrifuge is less than the resisting force head 2V is held against the face 43 of plate 2S. When the centrifugal force transmitted to the diaphragm overcomes the resisting force, the diaphragm yields und pushes piston 35 against stop 41.

My device may of course be utilized in many different ways to control any desired apparatus on the vehicle; as here shown I use it to control the fluid pressure brakes in the following manner.

An arm 45, fnlcrumcd in casing 3 by a pin Bit is pivotcd to plunger 20 by means of a pin JAS. The valve stem 49 of a pin valve 44.- is operatively so that when the )longer 2U moves to the right valve 41, which is normally closed by means o1' a spring lli is opened to allow air pressure to exhaust from a pipe 50 tlirough a port 47. Pipe 5U leads to a brake( application alve located on the vehicle. which bralte application valve may be of any .suitable type. h'ullice it to point out, that when pipe 50 is opened to atmosphere by valve lithe brakes ol' the vehicle Iire applied, and the brakes are not released until pressure is restored in pipe 50. When da.-

attached to arm 45,.V

f pln'agni 341 yields to the force due 4to rotation of the centrifuge and thus allows plunger 2U to move to the right.v the balls of the governor fly out to a greater distance from the center of rotation and so increase the centrifugal force even though the speed remains constant. Consequently, if the force exerted by the spring and air pressure remains constant, the speed of the governor must decrease to a value less than the speed which caused the application of the brakes, before the force exerted by diaphragm 341 again overcomes the force due to the action of the centrifuge.

Since governor 4 always rotates at a speed proportional to the Speed of the vehicle, the. speed of the vehicle is limited by the forces which oppose the. force exerted on the diaphragm due to the rotation of the centrifug As a concrete example suppose that the apparatus is so proportioned that, when the vehicle travels at the rate of 50 miles per hour, and when air at a pressure of lbs. per square inch is admitted through port 39 to cylinder 34, the forces on the opposite sides of the diaphragm balance each other. Any increase in speed of the ve hiele will augment the force due to the centrifuge, whereby the diaphragm will be displaced, valve 14 will be opened, and the naltes will be applied. Due to thef increase ol radius ot the governor balls the brakes remain applied until the speed of the vehicle has been lowered to say miles per hour. Plonger 20 then moves'back to the lett, valve 41 is closed, pressure builds up in pipe and the brake ap lication valve actsV to release the brakes. f airrpigessure is admitted to cylinder 34 through, pbrtf, and at the same time the air ,pressure is allowed to exhaust from the middle eompar nient of cylinder l-l, the force acting against the right hand 'face of diaphragm less. so that the speed of the vehicle will be limited to a. lower value, say 20 miles per hour. When the air r anaining in the cylinder 34. back of piston 3G is exhausted through port -lU the speed of the vehicle ywill be limited to a still lower value, say

l() miles per hour.

For controlling the supply of air to cylinder IH any convenient apparatus may-lie used. In Fig. l 1 have lshown one l'orni ot' such control apparatus. which is operatively connected b v pipes l2() and 121 with the apparatus described above. This apparatus is adapted for the control of trains consisting of a number of similar cars. each of which is equipped with the apparatus shown in Fig. 1. Four wires 150. 151` 152. l are provided for each car, each wire being con nei-ted to the corresponding wires of the ad- ]acent cars by means of couplers 154. A battery 155 is permanently connected to` wires 150 and 151 by means of wires 156 341 will be lll?) llli and 1:37. Contact shot@ 16;a and ltlll are loiatird at diagonally opposite orner` of the wha-lc. so llrit one ot' these Shoes is always in po itiou to engagia ramp auch as 109. a numlicr ol' whit-li aridi po.-.ee| at` intervals ou one ide of the travi; rail. third Qontact 1ahoe 163 is located ou the renter line of the rar. so that ii` ielngaireV with ramps auch a 19h. a uuuilicr ol' which :ire placed at intorvala4 uiidnay lietwm-n the running rails. The relativiairangeiuent ot traeli rails. lracliway rampa and veliicle-riirried eontact hoea la shown in plan view iu Fig. 4. Uperatively connected to Contact shoes 162 and 162 are circuit controllers` lilla and 161" re- `apei-tii-el); each havingtwo contact hars` 16? and 166 which are carried hy but are electreally insulated from a control rod 167 and wliii'li hars` are adapted to bridge contaf't points 16K-169 and 17t)-171 respectively. Thesicircuity controllers are biased normally to closed position hy means of springs 172 and are opened lily means ot' trips 173 fixed to shoes 162 and 162" and arranged to engage rods 167 during the upper portion ot' t-he stroke of the `'lioe. Each ear is provided with t-wo rilayst 15S and 159 responsive to alternating current and with two relays 160 and 161. responaive to direct current. IThe energizingr circuits of relay` 15S and 1:,1 are partly on the r'ar and are partly on the roadside. Thus relay 15S. is eounected to contant shoeeA 162a and 162 by wir-ea 218 and 16S respectively, and to a liding contact 119 on a car wheel by means ot' wire 211. tw'iinilarly` relay 139 is connected to contant shoe 163 hy means ot' wire, Llt) and to sliding;A contact 119 hy wire 211.

llainp S may be ene fixed by uomini-ting one teri'ninal of a transformer "ll to a running rail 1 and rouuectinpr the other terminal ot' transformer T through a circuit controller l to rainp 19t-l. Ramp 109 may similarly he4 energized from a tranatornier 'I`l through a. circuit eoniroller P. Hence relays H or 159 are energized as lon;l` :La either coutaitv shoes 16:2 or 162, or 169 malte contaf't with an energized auip 199 or 196 respectively. Relay 160 niay he pit'lied np by current flow-- irreV in the following Circuit: Vtrooi halter-y Lofi. through wires' 156, 1.3() and 197. i'ontaity 189 of relay 156. wire 191, relay 169` `wires 192. 51 and 157 to battery 155. rTherefore, in order that relay 160 may he energized. relay 15H niust` tiret` he energized hy current from a ramp 109 in/descrihed aboveA (hiep relay 160 is energized. how-ver. it' will remain energixeil hy curi-cul llowingr in a stick circuit. whit-h circuit is* ae follows: t'roui` battery 155 through wirt` 156` 15() and 505, contact bar 166 ot' riri'ult controller 1611. wire 206. contant har 166 otcirrnit eoiitroller lill, wire Zilli, nontaei 192i of relay 16), Contact linger :521, relay 16H, wires 192` 161, and 157 to battery 155. Thin: relay 160 remain z energized until it `stick eircuit is broken by opening eil her circuit controller 161" or 164.

Similarly relay 161 is picked up hy current i flowing in the eircuit: from battery 15.3 through wire 156. l5() and 197, contact :212 of relay 159. wire Zlfrelay 161 wiref,` 192, 151 and 157 to hatitory 155. llvlien relay 161 energized it. is held so by current flowing in u stick circuit: troni haltery 155, wires 156, 15() and 505. contact bar 165 of circuit controller Urla, wire i211. contart har 165 of Circuit controller 161. wire 20h'. contaet A7-l of relay 161, Contact finger 232, relay '161, wires 192, 151 and 157 to battery 155. Thus relay 161 remains energized until its ytiek circuit is opened` atr either rireuit controller 161 0r 164i). A,

The cab of each ear is provided with three signal lights R. Y, (lr, colored preferably red. yellow and reen, respectively. Red lainp R is energize through the eircuit: from batY tery 155, wires 156, 150, 197 and 196` haeLY con-tact 205 ot relay 161, wire 199, hack contact 196 of relay 160, wire 200. red lanip R. Wires 192, 151 and 157 to battery 155. Thus red lamp R is displayed when hoth relays 160 and 161 are denergized. Green lamp G is energized by current flowing through the following circuit.: from battery 155, Wires 156. 150, 197 and 19S, hack contact 205 ot' relay 161, Wire 199. front eontaet 195 of relay 160, wire 202. green lmnp (i. wires 192, 151 and 157 t0 battery 155. Hence. a

vgrew light is diaplayed when relay 16() is energized and relay 161 is denergized. The circuit for yellow lanip Y is: as tollows': from battery 155, through wires 156. 13H. 197 and 1955, trent Contact 204 of relay 161, i. ire 215.

fyellow lamp Y. wires 192. 151 and 157 to battery 155. Therefore. a yellow light is displayed when relay 161 is energized. From the above arrangementl o-f eireuits it is seen that only one light can he displayed at. a time. Each car is algo provided with two double pin valves 68 and 69. which are biased hy epringn` 82 and 83 to auch positions that the lower valves 70 and Tl are CloSed and the upper valwa 72 and 73 are open.

Attarhed to these valve` are valve stems 76 and 77 the upper ende` of which are attached to arm-.itl 76 and 79 ot electromagnets 8U and til/@respectively The energizing circuit of magnet H1 is as ifollows: from battery 155, wires 15V'. 150, '197 and 196` baek Contact 297i ot' relay 161wre 199, front Contact 195 ot' rela)v 16H, wire 202, energizing windingV Si ot' magnet H1, wires '225, 192, 151, and 157 to battery 155. Therefore. magnet 61. in energized when relay 161 lill) lltl is deinergized and relay is energized. 125

The i iergizing circuit of magnet Si) is as followa: from battery 15.3, wires 156, 15()` 197 and 19.8, front i-ontact 204 ot relay 161, wire 215, winding 80 of magnet 80, wires 192. 151 and 157 to battery 155. Hence, 130

magnet 8() is energized when relay 161 is energized. It is evident from the above that magnets and 81 cannot be energized simultaneously. When magnet 80 is denergized, spring 82 holds valve T2 open thus connecting a pipe 120, which leads to port 40 of cylinder 31 in Fig. 3 to atmosphere. Vlien magnet 80 is energized, upper valve 72 is closed and lower-traire T0 is opened, thus admitting aiifpijessu're from a reservoir 61 through pipe 181,;*a port 84, valve 70 to the pipe 120.` Similarly when magnet 81 1s dciinergized, a` pipe 121, which is connected to pipes 122 and 123 in Fig. 3 is opened to atmosphere, and when magnet 81 is energized, pipe 121 is connected to reservoir 61.

In addition to the cab signal lights I provide a pressure gage 185, which is connected to pipe l121 to indicate the pressure therein. Since the pressure in )ipe 121 has a delinlte relation to the speed limit imposed upon the vehicle by the control magnet 81, the pressuregage may be calibrated empirically in terms of the permissive speed of the vehicle. Not being connected to pipe 120, this pressure gage does not indicate the variations of speed limit imposed upon the vehicle due '.o the control effected by the action of magnet S0.

To explain the operation of this form of my train control apparatus, assume that a train of two or more cars, each of which is equipped with the apparatus shown in F igs. 1 and :2, travels along the track rails. Assume furthermore that all parts of the apparatus are in the positions shown in Fig. 1. That is, all relays are deiinergized, consequently magnets 80 and 81 are denergized, their circuits being broken at contacts 2(1 4 and 195 of relays 161 and 160 respectively. llence, atmospheric pressure exists in pipes l2() and 121. For that reason the only force opposing the force exerted on diaphragm 341 due to the action of the centrifugal overnor 4 is that exerted by spring 37. s a result theV low speed Ilimit hour is imposed on the car or train as eX- plained hereinbefore. The pressure gage 185 consequently indicates atmospheric pressure in pipe 121, which may be marked 10 miles per hour on the scale. Red lamp R iS illuminated, its circuit being completed through the back contactsI 205 and 196 of relays 1G] and 160.

ssulne now that the train encounters an energized ramp 109. As either contact shoe 1152" and 11'12" of' the first car of the train engages they ramp. alternating current will flow in the circuit fdr relay 158 of' such first car, and the contacts of relay 158 will therefore become closed. Contact 189 of relay 158 closes the pick-up circuit of relay 160, which therefore becomes energized and closes its front contacts. As a result magnet 81 is energized, its circuit being closed ofy 10 miles per rela f 16() 207 of relay 161, so tiat a Vgreen light is displayed in the cab, the circuit for red lamp R being broken at contact 196 of relay 1GO.

Since as previously stated each car of the train is to be equipped with the speed control apparatus. it is desirable to apply the -"high speed limit to all cars of the train at once in order to permit the train to resume full speed, as soon as the first car passes over an energized ramp 109. That is, in order to permit the train to accelerate without delay, and in order that the eab signal and speed limit indicator on the first ear will correctly indicate conditions on the entire train, it is desirable that the high speed control on the following cars be applied simultaneously with that on the first car, or 'n other Words, that the relays 160 on each car of the train be energized at the same time the relay 160 of the first car is energized, due to the energizat-ion of' relay 158 of' the first car from an energized ramp 109. This is accomplished as follows:

When front contact 190 of' relay 158 closes, battery is connected to train wire 152 through the connection; from battery 155, wires 156, 150 and 197, contact 19() of relay 158 and wire 225 to wire 152, which by couplers 151 is made continuous through the length of the train. Then relay on cach car of the train becomes energized through the following circuit: from wire 152, through wire 225, back contact 194 of relay 1GO, energizing winding of relay 160, wires 192, 151 and 157 to battery 155. The contact finger 221 of each relay 160 is of such construction that front contact .193 closes before back contact 191 opens. As soon as front contact 193 is closed. relay 160 is held energized through the stick circuit traced hereinbefore. Vi'ith relay 160 of every car energized, magnet 81 ot' each car is energized, hence, the high speed limit of 50 miles per hour is applied to the whole train.

Since the speed control equipment on each car of the train is identical. it evident that if the ramp 109 is dencrgized when passed by the first car and is energized at any time efore it is passed by the last c-r of' the train, the car whose contact shoe is in cn,-l gagenicnt with the ramp at the time it becomes energized will serve the function of the first car" described in the preceding amp G is paragraph. to simultaneously apply the high speed" control on all ears of the train to permit an inuncdiate acceleration to full speed. This, is: of great advantage in in ereaein;V the trailie capacity, as it permits a train which has been held donn to a low speed duil to unt'aroralile condition;l ahead.

4 to immediately resume full speed upon the closingot circuit controller P due to the re moral of the. unfavorable conditimi provided some ear of the train is in engagement mth a ramp 109, and in fact permits. continuous control of the train hy circuits` located in the roadway, without the employment ol a continuous roadside contact rail. provided that the Successive ramps 10U are spaced a distance apart Ynot greater than the lenwth of the train.

l* or another illustration of the pei-ation of the above form of my s stem of train Control. assume that` the first car of the train next enronntln's a ramp 10!) which has been deenergized .hy opening the corresponding sufiteii l. Then relay 151% is. of course, not energized.y hut the stink circuit of relay 1120 is broken hy circuit controller 104." or 161i. As a result relay 1(10 opens its front contarts, thereby" breaking the energizing cir- Coit of magnet 81 at Contact 105. (`onse quently spring;4 83 eloseslower Valve 71 and opens upper valve T23 of douhle pin valve 00. lipe 1'21 is therefore opened to atmosw phere and the air pressure in cylinder 3l and reservoir 121 is' exhausted through valve 73. Thus the force exerted against diaphragm 3451 is gradually diminished and the speed limit is gradually deerwxsed from 50 miles per hour to 10 miles per hour. This is indicated hy gage 155. Green lamp (l, the eireuit of which is hroken at front contact 105 ol relay 1110. is extinguished. and the red lamp l is illuminated hec-anse its circuit is closed hy haelt' contact 100 of relay 1110.

ln the. ease of a train of more than one ear, this4 process is repeated for every ear at' the train as it passes the ramp 109.

Assume that the first rar of the train next encounters an energized ramp 10S. ('"ontaet shoe 1G51 engages this ramp causing alternatiner current to lloiv in the energizing' circuit ol relav 150, which circuit has been traced ahnte so that the front contacte of this1 relay are closed. The piek-up circuit of relayY 101 is then closed at contact 212 of relay 150. hence relay 101 closes its front contacts. Contact :04 of rel-.1y 161 closes the., energizing circuit ot' magnet S0 which therefore attracts its armature and so opens lower valve and closes lipper valve T2 of douhle piu valve (ill. Thus air pressure is admitted to pipe 120 from reservoir Grand lry exerting;r pressure against piston 30 1n cylinder 3l ot Fie'. 1 it compresses spring 37. liston 35 of cylinder 11 then presses against diaphragm 341 with a pressure corresponding to the medium speed limit. The circuit, for red lamp l is broken at hack contact :205 of relay 101 and the circuit l'or yellou lamp Y is closed at front Contact 204 ot' rela)l 161. Consequently, the red light` is extinguished and the yellow light is displayed.

Relay 159 also closes Contact :222 to encr- ,e'ize train wire 1511 hy the following.lr circuit from battery 155. wires 150, 150 and 1117, contact 222 ol relay 159, wire '2251 to wire 153. By means of couplers 151, wire 151:1 ol every ear of the train is energizml. Hence on each car ot' the train a circuit is completed from Wire 1.33 to wire 223. hack contact 203 of relay 101, windingof rel-.1y 161.. wires 1112. 1.11 and 15T lo haltery 155. (`ontact linger i232 ot relay 101 is constructed so as to close the. front contact 202 before it opens haelt contact 203, so that each relay 161 remains energized through its stick circuit once it has heen energized. Thus maf;- net on each car of the train is energized simultaneously. with magnet 80 on the first ear. Similarly magnets 80 throughout the train will he energized simultaneously it' ramp 108 is denergized when passed by the first car of the train, but is energized hy closing' circuit controller l) before it is passed h y the last ear of the train.

lf now when magnets 80 are energized 95 the first ear of the train sinulltaneouely encounters ramps 108 and 100 hoth of which are denergized, or encounters a deinerg'ized ramp 109 alone. neither relay 158 nor 15u will he energized hut the stick circuit of rei lay 101 will he broken by circuit controller 101 or 14H and, as a result. relay 161 will hecome denergized. Consequently. magnet 80 is deinergized, its circuit heilig' broken at Contact 201 of relay 101. ir pressure in 105 pipe 120 and behind piston :1li ot' cylinder Pfl is exhausted through upper valve T2 of double pin valve on, allowingr spring' 3T to exA pand. with the result that the low speed limit is imposed on the ear. The circuit for the yellow lamp Y is lu'olv'en at contact '201 and the circuit for red lam u R is closed at contact '205 of relay 101. l ence the yellow light is extinguished and the red light is illuminated. This process is repeated hy the apparatus on each car ot the train as the Contact shoes of each car encounter the deenergized ramps. hence the lowest .speed limit is applied to each ear ol' the train in succession.

Assume that as the train is proceeding under the high speed limit the first ear of the train encounters ranips 10hy and 100 oL which ramp 108 is energized and ramp 109 is '(lenelgizefl. Relay 150 is then ener- 125 gized hyrfehrrent from ramp 108. and closes the piek-uf circuit of relay 161 at Contact 212. Relay 161 opens at haelt Contact 205 the circuit` ot' red lamp R andeloses at con tact 201 the circuit for the yellow lamp Y 111C and magnet 80 as described hereinbefore. Magnet 80 causes air pressure. from cylinder 61 to enter pipe 120 leading to port 40 of clinder 34, so that piston 3G is moved to t e left against stop 41. Circuit controller 164 or 164 opens the stick circuit. of relay 160 which therefore breaks the circuit for magnet 81 at contact 195. As a result )ipe 121 is opened to atmosphere at valve 3 and the pressure in reservoir 12aL and cylinder 34 gradually drops, so that the speed limit is gradually reduced from the hlgh to the medium value and the yellow lamp Y is displayed. This process is repeated by the apparatus on each car of the train as the contact shoes of the several cars encounter the denergzcd ramp 109 and the, cneized ramp 108, and as a result the spe limit is changed from the high speed to the medium speed on cach car of the train in succession.

Referring now to Fig. 2, I have, here shown a modification of the apparatus of Fig. 1. This modification differs from thc apparatus of Fig. 1 in the followingrcspects: Contact shoe 163 of Fig. 1, with its corresponding alternating current relay 159 and the medium speed control wire 153, are replaced by a contact 2516 which is controlled by air pressure acting on one side of a diaphragm 295. in opposition to a spring Q93. Air pressure is brought to the under side of diaphragm 295 by means ol a pipe 292 connected to the pipe 121 which is connected to port of cylinder 34 in Fig. 3. When the pressure in pipe 121 is at or above a certain value predetermined by the adjustmentof Spring 293. contact 296 is closed duc ""to the upward displacement of the diaphragm, but when the pressure fallsl below that value. contact 29o opensvirtue of the action of the spring. The pick-up circuit of relay 161 is passed through contact 296, so that` this circuit is as follows: from battery 155, through wires 151i, 150. 197 and 29S, contact 296, wire 297. relay 161, wires 192, 151 and 157 to bat tery 155. Hence the pick-up circuit of re lay 161 is closed as long as air pressure above thc, predetermined value exists in pipe 1211. The circuit for red light R is: from battery 155 through wires 156. 150. 197 and 299, back contact 196 of relay 160. wirc 300. back contact 205 of relay 161. wire 200. lamp R, Wires 192. 151 and 15T to battery 155. Hence red light R is illuminated when both relays' 160 and 161 are dcincrgized. The circuit for yellow lightI Y and magnet is: from battery7 155, through Wires 15G. 150, 197 and 299, back contact 196 of relay 160, wire 300, front contact 204 of relay 161, wire 215, lamp Y and Winding 80 of the magnet 80 in multiple. wires 192, 151 and 157 to battery 155. llcnce yellow light Y is illuminated and magnet S0 is energized when relay 161 is energized and relay 161) is dencrgizcd. The circuit for green light (lr and magnet 81 is: from battery 1:15. through wires 154'., 150. 197 and 209. front contact 195 of relay 160, wire 202, lamp (i and winding-.91 ot' magnet S1 in multiple. wires 19'2, 151 and 157 to battery 155. llcncc when relay 1li() is energized green light (i is illuminated and magnet H1 is energized.

When thc apparatus shown in Fig. is used in connection with that shown in Fig. 3. thc tension of spring 2ST in Fig. 3. is such that it exerts no pressure against diaphragm l-ll unless piston 35 is forced to thc left by air pressure in pipe 12() or 121. so that, it the air pressure is exhausted from both of these pipes thc brakes will be applied automatically if the train is run at cvcn an cx trcmcly lou' speed. Then the spring is compressed duc. to air pressure in pipe 120 the speed limit is increased to a lou value. as for example 11) miles per hour. Since thc high speed limit is applied b v thc admis sion ot' air pressure through part 39 of cylinder 3,1. it remains thc same as in the pre ccd ing cases.

To explain the operation of thisv modifica tion of my system ot' train control. assume the apparatus is in the condition shown in Fig. that is, that both relays 160 and 161 are energized. Then. as explained hcrcinbc tore. green light (l is illuminated. magnet 81. is energized and air pressure is admitted to pipc 121 and the adjoining passages so that the high speed limit is applied. .1ssuuic nou' that the train reaches a dcincrgizcd ramp 109. so that the stick circuits of relays 16() and 161 are broken at circuit controllcr 164" or lli-1". Relay 1li() becomes decucrgizcd. but relay 161 remains energized, its circuit being closed al the pncumatically controlled contact 296. As a result, yellow light Y becomes illulninatial, magnet S0 bceomcs energized. and magnet 81 becomes dciiucrgizcd. 'lhcrcforc the air pressure in pipe 1*.51 graduallyr decreases and the speed limit is gradually reduced. Contact 296 opens as soon as the air pressure in pipe 1*.1

drops below thc predetermined valnc. but in the meantime tlnl contact shoe has passed ofi' the ramp 1011 so that the stick circuit for relay lo! is closed through the shoe operated contact wherchy Vthis relay remains en crgizcd. Piston .'16 is moved against stop 41- due to air pressure in pipe 120, compressing the spring 3T. so that the train may proceed under the low speed limit of 10 miles per hour until a second ramp 109 is encountered. Assuming first that this ramp is dener gized, the stick circuit of rclaylGl is opened at contact 164'L or 164", and. contact 296 in thc piclcup circuit of that relay being open, relay 161 becomes denergizcd and opens at contact 20-lthe circuit for magnet 8U and yellow light Y. Air pressure is then ex hausted from pipe 12H and o reir-ast .springtr l'a'. explained livreinliel'ore. this vannes the train to :folne to an absolute stop. Red. light ll is illuminated its vin-uit tir-ing elosed at vontav! tl ot' rela) itil.

1l'hv traiirvaimot prot-vvd until it reeeives :i "'proveed"y indivation h v the vnergization of thv ramp lll!) at n'hivh it rame to a stop. ll'hvn thi` ramp ltlSl la-eoniva energized. rela 15S is envrgizvd and eloses the vit-fruit for rvla ltlt at vontavt im. Relay llr'lll vlosva4 at vontavt 19.3 thv vin-uit` ot' green light (l and magnet Mtl, Therefore the green light (l is displayed. air |neare ia admittvd to pipes 1121 and iii. and c-ontaet 2.0i', is again elosed: relai' litt tlivn hevorne@4 energized and vlo ^e V it vontartll :and fill. Thil,` all the apparatib` ha livvn rvetored to the condition ahoivn in Fig. 2. and the ear or train may again proceed nndvr the fontrol ot' thtl high speed" limit.

By this modification of m apparatusv it will he noted that' l obtain the equivalent of the three indications. provved, eaution. and stop hy means ot' two vonsevutive engagements with similar rampa whieh are ont)Y eapalile of tranmnitting either one ot' t\\`o possible indieations to the train.

Although I have, herein shown and deseribed only a few forms ot apparatus em hodying my invention. it is understood that variousl change` and n'iodifieations may he inade therein within the eeope` of the :1ppended elaims without departiiner trom the spirity and scope o l' in v invention.

Having thus described in v invention.

- what l Claim is:

1. In combination. a railroad trat-lt. ramp rails alonagr Said traek adapted to lie ener gized. a vehiele adapted to travel on Said track. a eontaet shoe on said vehicle for engaging said ramp I'aile. a relay on said vehicle adapted to he energized h v vurrent from said ramp rails, a Stick rela v on the vehiele, a pieklup eirenit For said `-tiel relay controlled hy the first mentioned relay. a stiel( eireuit for Said stiek relalv controlled by a eontaet operated li'v the ramp rails. and speed eontrtilling nivamy on aaid rvhiele vontrolled l) the stiel( relay.

2. in combination. a r:iil.vva \v traek. high speed control and medium Speed eontrol ramp rails located adiaeent Said travi: and adapted to he energized. a train eoinprising a number of ears. a batter),v for eaeh ear. a high Speed control wire eontinnous through the train, a medium Aspeed control wirel eontinuons through the train. :thigh Speed control Contact shoe for eaeli ear for engaging the high speed control ramp raile.y a medium speed control contacty .Rhoe for eaeh rar for' engaging the medium speed control ramp railS, a rela' adapted to he energized by eurrent from the high speed control ramp rails for controlling the energization of the high 5pt-vd control wire. :i wond relay adapted. to he energized by varient trom the medium ,apeed control ramp rail lor :patrolling the energixation ol' thv medium speed control wire; a high speed eonlrol relay vontrolled In the first-mentioned relay. and provided with a holding;y virvuit int-lading a eoutavt on said rela and a virvuit vomi-uliviopvrated h v the ramp rail `said high speed von trol relay living prorided al.-o with a pit-ltvh op eireuit ineludingf the high epi-ed vontrol wire: a medium `Vpend control relai' rontrollvd hy the vt-ood mentioned rela \i and provided with a holding eireuit including a erintaet on thv rvla v audthe vireuit voir troller operated h v the ramp rails. and also provided with a pit-leap entrait ini-lading the niedinm peed Control wire. speed-nontroiling apparatua on eaeh var adapted to give three indieationa. viz.. high.y intermediatv and low speed: and high speed and inediina epevd vontrol )napoletby t'or controlling Speed eontrollingl apparati on the veliielv, said mannen heilig eontrollvd h v said high and medium epeed vontrol relays.

i3, lu eomliination. a railway traelt. ramp rail` Ioeated adjavent aid trark and adaptA ed to he energized. a train eomprising a munher ol' earn, :i liattery for eat-h ear. a eontrol wire running the length ol' the train. a

vontaet shoe for each ear. a relay for eaeh ear adapted to he energized hy euri :nl trom a ramp rail. a fyirenit for eafh var eontrolled hy aid relay for energfizin;r said control 'wire` a stiel( relay eontiolled b v the tirstmentioned relay. a stiel( vireuit for the stiel( rela)r ini-hiding a eontaet of i*aid relay and a eirenit controller operated by the ramp raila.l a pie-leap eirvnit for the stick relay inellidingll the control wire and :l back contaet of' the stir-lt relay. and speed controlling` apparatli on eaeh Car vontrolled h v the stiel( relay.

Vt. lu combination. :i railway trat-k, ralnx Ute Limited adiaevnt said traek and adapted to he energized. a train vomposvd ot' a numlier of ears. a hattet-y t'or eaeh ear. a hattery ufire t'or eavh ear eonneeted to the positiva pole ot the liattvry. a `vonnnon Wire for vavh var eonnveted to the negatie, pole oli the hattery. a control wire for eaeh ear` con plint@y tor vonneeting together rorreepond ing wires ol' :allai-ent ears. a eontavt shoe' for eaeh ear adapted to engage said ramp rails, a relay for each var adapted to he energized h v enrrent `from eaeh ramp rail. a Stivk rela v for eaeli ear. a piek-np vii-vait for said relayY eontrolled hv the first-men tioned relay. a tiek circuit' for said ativlt relay Controlled 'oy a eireuit eontrollvr oper ated liv the ramp rails. melun vontrolled lijf the tirstanentioned relaj.' for energizing the control wire. another pielenp eii'euit for said stick rela)v said virenit ineludiner the control wire and a haelt eontaet of the stick il (l lili! i nu lli

relay, signals controlled by said stick relay, and an electromagnet controlled by said stick relayI for controlling speed controlling means.

5. In combination, a railway track. ramp rails adapted to be energized located adjacent said track, a train composed otl a number of cars, a lcattery for each car, a battery wire for each car connected to the positive pole of the battery, a common wire for each car connected to the 11e ative pole ot' the battery, a control wire or each car. couplings for connecting together corresponding wires of adjacent cars, a contact shoe for each car adapted to engage said ramp rails` a ramp relay for each car adapted to be energized by current from the ramp rail, a .stick relay for each car, a pick-up circuit t'or said stick relay controlled by the ramp relay. a stick circuit for said stick relay controlled by a. circuit controller operated by the ramp rails, a circuit controlled by the raiup relay for energizing the control wire, anotlicr pick-up circuit for said stick relay said circuit includirg the control wire and a back contact of the stick relay, an electroiuagnct controlled by said stick relay VFor controlling speed controlling means on the train, a centrifugal governor olwrativelyr connected to a wheel of said vehicle for controlling speed controlling means on said vehicle, a spring for opposing said governor', and means controlled by the electromagnet for giving the force exerted by seid spring a plurality of values.

6. In combination, a railway track, ramp rails adjacent the track and adapted to be energized, a train comprising a plurality of similar cars for traveling on said track, a. control wire extending through the train, a contact shoe for each car adapted to engage the ramp rails` a ramp relay for each car adapted to be energized by current from the ramp rails. a circuit for each car controlled by said relay tor ener fixing the control wire, a high speed controlL relay. a pick-up circuit therefor controlled by the ramp relay, another pick'up circuit for the stick relay adapted to be energized by current from the control wire. a stick circuit for the stick relay comprising a circuit controller operated by the ramp rails, an electromagnet controlled by the high speed control relay for controlling spccd controlling means for the train so as to permit one limit of speed, a erntact controlled by said electromagnct, and a medium speed control relay controlled by said Contact.

7. In combination, a railway track, ramp rails adjacent lic track and adapted to be energizedr` a iin comprising a plurality of carsra control wire extending through the train, a contact shoe for each car adapted to engage the ramp rails, a relay for each car adapted to be energized by current from the ramp rails, a circuit for each car controlled by said relay for energizing the control wire; 'a high speed .'centrola'elay, a pick-up circuit therefor controlled by the lrst mentioned relay, another pick -up circuit therefor adapted to be energized by current from the control Wire, a stick circuit therefor comprising a circuit controller operated by the ramp rails, speed controlling means on said vehicle capable of imposing a high speed limit, a low speed limit and an absolute stop on the tra-in, an electromagnet adapted to control said speed controlling means so as to allow a high speed limit, a contact controlled through slow actin means by the electromagnet, a low speed limit relay controlled by said contact, a low speed control electromagnet for controlling said speed controlling means-so as to impose a low speed limit on the train, said electromagnet being controlled by the above mentioned speed control relays, and a signal for each car controlled by the speed control relays.

8. In a system for protectin railway traftic, in combination; a railroa( track; ramp rails located at intervals alon said track; a train including a number of rlicles adapted to travel along said track; tralic protecting apparatus carried by said train; a relay associated with each vehicle for controlling said apparatus; a normally closed circuit for each relay; a circuit controller included in said circuit; a contact shoe carried by each vehicle and opening said circuit controller 10( when engaged by one of said ramp rails; two insulated continuous conductors extending between said vehicles, said relays being electrically connected across said conductors only when de'encrgized; a source of current; 105 electrically operable means associated with each vehicle and arranged to connect said source of current across said conductors when that means is energized; a partial energizing circuit for each of said means ter- 11o minatin g at the wheels of the corresponding vehicle and at the corresponding contact shoe, and means for creating a difference of potential between each of said ramp rails and a track rail of said track.

9. In a system for protecting railway traflic, in combination: a railroad track; a. train including a number of vehicles adapted to travel along said track; automatic traffic protecting apparatus carried by said 120 train; a relay on each vehicle for controlling said apparatus; a normally closed circuit for governing each relay; a device carried ily each vehicle and operable to interrupt the corresponding normally closed circuit; 125 means located at intervals along said track for operating said devices; means controlled by said means for energizing the corresponding relay independently of the corresponding normally olosed circuit; and 130 mean governed b v each of said last mentioned means l'or euergiziinz` all of the other tleinergized relata` imlependentl)v of their reapeetive normally closed circuits.

l0. ln a svatem for protecting railway tralltc, in ernnbimttion: a railroad track; a train including a number of vehicle adapted to travel Vme.' lsaid track; a relay on each ol' said vehicles, a circuit controller rovernetil by said rela)v and open when saitlarelay is energized; a pair of insulated conductors extending between said vehicle; electrical connections between each of said relays and said pair of conductors and including aid circuit controller; a source otl current; and meanr governed by devices 1ocated along said track t'or connecting said lsource ol current with said pair ot' conductors.

1l. In a system for protecting railway traliic. in combinatio a railroad track; a train including a number ot' vehielea adapted to tra rel over the track; a rela \V on each vehicle; a pair of continuum conductors extending between said vehicles; mean for connecting.each relay acrosV said conductors when it is lt-energized; and means For sup plying current to said conductors.

l2. ln a system for protecting railway trallic. in combination: a railroad track; a train including a number ot vehiclea` adapted to travel over the track: a relay on-each vehicle; a pairot' continuouconductory extending between iaaid vehicles: and a circuit adapted to connect each relay act-ol said pair olA conclut-tow: a .-ource ol current elec|l'icall operable means I'or connet'tlilg mid y"tnlree ol current aero` .\ai1l conditetora: and tvaliie controlled impube de\icealongl the trat-h and impulse deriew on the train room-rating therewith lor gou-rolle; .-aid eleetricallv operable means.

13. ln combination. a train compri ing a plurality of cars` a train governing` magnet on each car, a holding circuit for each magnet including a normaily closed contact adapted to be opened by tratkt'a)l deviceyi pick-up wire extending through the train `for energizing each magnet. when such wire is energized; and meanl oncaeh ear operable by trackway deviceaI for energizing' Said wire.'

14. In an automatic train control system, a train ineludin; lv a number ot vehicles each carivin a control device. electric conduct ing paths constitutingr a circuit tor connect ing raid device tor :simultaneoua operation, and int-aimv comprising impulse elements along the track adapted to cooperate with impulse elementV on the. nevel-al vehicle, said means being adapted to cau e encrgization of said circuit as a vehicle pawes a. trackwav element dependent upon the existing condition of that element.

15.111 combination. a railwa vehicle,'

`-peed controlling apparatna thereon capable of three lixed conditions. devicea located at' intervah ie the trackway and arranged t'or coiperation with said apparatus to can e said apparatub4 to change from the tit-st to the -econd condition or from the yaecond to the third condition, and slow acting mean,` arswciated with aid apparatu.` for eau ing gradual change from the first to the aeeond condition whereby the influence ot' the trat-le way device which initiateh auch change ia lost before the apparatus; reaches the becond condition so that the apparatlh remains in thel second condition until another det-nergized trackway device is enemtntered.

iti. In combination, a railwa)v vehicle, apparatus thereon compreing two normally energized electroniagnets. dern-eaV located at intervahl in .the traekwa)v and arranged for eooperation with raaid apparatle,` to deiinergine .the ir t ot' said magnets, mean4 con trolled Il v aid tit-at magnet and rendered eti'ective when the same i` deinergized for causing the aecond ot' Said magnets to be deeuergized by the nextJ tracltwzrv device which i encountered it' uch `levice is deiinergized. and vehicle governing meansA controlled b v lCaid magnets.

ln teestimon)l whereof I afiix luy-signature in presence ot' two Witnesses.

LLOYD V. LEWIS.

W itnesses L. Fal-:immo Howalm, A. HERMAN WEGNER.

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